Shockwave Rotor Detonation (Omni-Engine, Ubiquitous X engine) Multipurpose Engine

ABSTRACT

This is an engine that uses combustion pressures and shock waves to provide moment about an axis on a rotor producing a torque. This engine is a torque driven power plant which can be used for a variety of energy applications. At the core of this engine is a large diameter right cylinder that uses internal vectored combustion to rotate a shaft that can be attached to various mechanisms for use in diverse applications. This engine can be scaled to be various sizes with the functionality of the engine unaffected. This engine has a unique internal rotational-recoil disk (piston head type) that rotates in a circle making it extremely efficient. This engine has directional intake valves and removes the exhaust through the center of the rotation-recoil disk.

CROSS-REFERENCE TO RELATED APPLICATION

This application is claiming the benefit of priority to the ProvisionalPatent No. 61/690,956 filed on Date Jul. 9, 2012, by Isaac ErikAnderson.

BACKGROUND OF THE INVENTION

Internal combustion engine pertains to inventions in which a combustiblematerial (usually a gas) is ignited within an enclosed space or chamber,most typically following the Otto cycle. Expanding gas from combustionis converted into work by permitting the resulting products ofcombustion to act upon and through mechanical powers of internal parts,conveying this mechanical energy to external components.

Internal combustion engines offer convenience and reliability increation of on demand energy production. This makes them highly desiredin automotive, aviation, and marine transportation among a variety ofapplications. Due to increasing fuel costs, a growing demand exists forinternal combustion engines with better fuel efficiency. However, onlyabout ⅓ of the chemical potential energy is converted to mechanicalenergy by reciprocating internal combustion engines.

Beyond improved fuel efficiency, it is highly desirable that internalcombustion engines retain an efficient output of torque energy both athigh rotation speeds and at lower speeds useful for providing propulsionso that the engine may be used both to initiate movement as well asmaintain velocity at cruising speeds. It is further desirable to achievethese results utilizing this internal combustion engine which does notrequire a dedicated exhaust configuration or stroke, complex valvearrangements, cyclically loaded moving parts, and a non-continuousmomentum, and multi-directional fuel-exhaust flows. Minimizing carbonemissions is also desirable.

The present invention addresses these concerns by providing a continuousmomentum direction of the internal components and uni-directionalfuel-exhaust flow. The invention substantially reduces the number ofmoving parts required in the combustion process and that required totransmit mechanical energy. Fewer required parts allow this engine to belight weight, easier to fabricate, lower in cost, and more compact.

Some of the engines that are similar in some ways to this design are theWankle engine (U.S. Pat. No. 5,305,721) and the Wave Rotor Engine (U.S.Pat. No. 6,460,342). These engines are only similar in regard to theusage of a rotary type compression-combustion zone. The combustionelement of this invention is a unique pressure-shock wave (detonation)rotor-recoil system.

BRIEF SUMMARY OF THE INVENTION

Some advantages of this engine:

-   1. Efficiency—continuous internal circular motion of rotor and    reduced number of parts over current models-   2. Cost reduction—increased affordability due to reduction in time    and materials needed in fabrication-   3. Portability—lightweight due to compactness and a reduction of    parts-   4. Exhaust Removal System—allowing for effective quick exhaust    removal-   5. Manufacturing and Maintenance Complexities—fewer parts than    Wankle and reciprocating piston engines.-   6. Safety—uni-directional flow of fuel and exhaust through the    engine help reduce safety hazards

It is the intent of most all versions of internal combustion engines toconvert thermal energy to mechanical and to do it as efficiently aspossible. Reciprocating internal combustion engines have become themainstay in this endeavor and while their efficiency has greatlyimproved since the time of their introduction there remains considerableenergy waste due to opposing (reciprocating) motions of the pistons. Akey motivation in the development of the Wankle engine (U.S. Pat. No.5,305,721) was to reduce this energy waste with the design of a pistonmaintaining a continuous directional motion. However, both thereciprocating and Wankle engines lose energy in the reciprocating oreccentric motion of pistons (respectively) and compression phases ofpistons where the air-fuel mixture is compressed prior to ignition.

The Wankle, turbine-type, wave rotor (U.S. Pat. No. 6,460,342) andpulsejet (U.S. Pat. No. 6,216,446) engines all take advantage ofcontinuous motion resulting from combustion but each havecharacteristics which determine their utility in application. Turbineand wave rotor engines can deliver a lot of power but take considerablymore time to reach new power settings in contrast to the Wankleversions. Pulsejet engines can respond quicker to new power settings butlike turbines, lose some power since combustion is not as confined as itis in piston type engines. The new development presented here has arotating piston like the Wankle and similarly confines combustion incontrast to the turbine, wave rotor and pulsejet engines. However,unlike the Wankle, the rotary piston described in this patent rotates asa perfect circle without the asymmetry in the Wankle types. Because ofthe asymmetrical piston, combustion chamber, and moving gaskets, sealingin the Wankle engine's combustion chamber is complex. For the most part,this problem remains with all Wankle versions and why the engine isseldom seen in commercial applications including the auto industry.Additionally, the Wankle's shape causes increased stress on the gears,wearing them down resulting in costly repetitive repairs. Thus, thereare many advantages of my engine design over the Wankle types, inparticular, the avoidance of high compression gasket ware due toasymmetric rotor rotation. Fewer moving parts can reduce the amount ofrepairs due to wear and reduces the cost of fabrication. Also, anotherdirect advantage to this engine is the exhaust removal system. Unlikemost conventional engines, this engine is designed to remove the exhaustthrough the center of the engine (through the rotor-recoil disk asdescribed in claim 1). In contrast to reciprocating engines, this enginedoes not need a cycle dedicated only to exhaust removal. This means thatthe engine can use nearly the full original torque energy, generatedthrough combustion, to be a direct output thus enabling the efficiencyof the engine to be substantially better. The advantage of my engineover the turbine types is a more rapid response to power settings andthe better efficiency provided by the use of a confined combustion zone.

A variety of fuels could be used with this engine depending on the fueldelivery system outfitted to it. The engine can run as a zero-carbonemitter with a hydrogen-oxygen fuel mixture. When using ahydrogen-oxygen fuel mixture, this engine can be easily outfitted toinclude a self-cooling system. It does this by circulating water throughthe engine close to the areas of combustion. The coolant is then removedfrom the internal combustion component of the engine and stored in acontainer where it can be electrolyzed and turned into H2 O2 mixture.

The combustion chambers in this engine are intended to be at an offsetangle from the center of the rotation of the engine. This is to causethe maximum amount of torque available to rotate the center recoil-disk.

Each of the components in this engine is intended to be minimalistic andsimplistic as possible. This is to aid in fabricating and repairingengine components. This ease of repair is an advantage over conventionalengines which are substantially more complex due to the great number ofcomponents and their individual complexity. In addition, by beingrelatively simple, each part on the engine can be replaced orinterchanged relatively quickly and with less skill.

This engine is also designed to be lightweight and easily scalable forthe desired power need. The overall cylindrical shape helps this engineto be compact and capable of fitting into numerous places. The shapealso helps the engine to be significantly lighter weight. One version ofthis engine utilizes a rotor disk and chamber disk composed of 4chambers (the number of chambers can be varied depending on the powerand engine smoothness needed). Designed in a way that is easy tofabricate or manufacture, this engine is divided into sections. Eachsection is intended to enclose the components completely but may beassembled with ease. Each piece can be fabricated on a mill or lathe.This enables the production of the engine to be relatively easy.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING

Each of the figures depicts the functional parts that make up theengine.

FIG. 1: is a top down view of the Rotor-Recoil Disk withCombustion-Containment Gaskets

FIG. 2: is an isometric drawing of the Rotor-Recoil Disk

FIG. 3: is a side view drawing of the Rotor-Recoil Disk

FIG. 4: is a top down drawing of the Chamber-Containment Disk

FIG. 5: is an isometric drawing of the Chamber-Containment Disk

FIG. 6: is a side view drawing of the Chamber-Containment Disk

FIG. 7: is a top down drawing of the Combustion-Containment Wall

FIG. 8: is an isometric drawing of the Combustion-Containment Wall

FIG. 9: is a side view drawing of the Combustion-Containment Wall

FIG. 10: is a top down drawing of the Chamber-Cap

FIG. 11: is an isometric drawing of the Chamber-Cap

FIG. 12: is a side view drawing of the Chamber-Cap

FIG. 13: is a top down view of the complete engine assembly

FIG. 14: is a top down view of the engine assembly

FIG. 15: is an isometric view of the engine assembly

FIG. 16: second position of the Rotor-Recoil Disk inside the engineassembly

FIG. 17: is a side view of the engine assembly

DRAWINGS LIST OF REFERENCE NUMERALS

List of Reference Numerals:

FIG. 13

1) is the rotor-recoil disk inside of the enclosed engine

2) is the combustion-containment wall that encloses the engine internalcomponents

3) are the chamber-caps (4 in this model)

4) are the fastening means (4 bolts in this model)

FIG. 14

1) is the rotor-recoil disk inside of the chamber-containment disk

2) are the triangular-pyramid used to direct the combustion in thecombustion chambers to cause torque about the center of the rotor-recoildisk

3) are the bathtub shaped cutouts used to extract the exhaust from thechambers

4) is the hole that that the exhaust is drawn out of from the chambers,and out of the engine

5) are the combustion-containment gaskets

6) are the chamber-caps that are on the end of each chamber (4 in thismodel)

7) are the combustion-chambers

8) is the chamber-containment disk

9) are the fastening means (4 bolts in this model)

FIG. 15

1) is the rotor-recoil disk

2) is the chamber-containment disk

3) are the triangular-pyramid used to direct the combustion in thecombustion chambers to cause torque about the center of the rotor-recoildisk

4) are the bathtub shaped cutouts used to extract the exhaust from thechambers

5) are the chamber-caps that are on the end of each chamber (4 in thismodel)

6) are the fuel intake nozzles on each chamber-cap, which put fuel intoeach chamber

7) are threaded holes in the side of each chamber-cap to fit spark plugs

8) is the hole in the base of each chamber-cap that allows the fuel andignition source to reach the rest of the chamber for a full ignition

9) are the combustion chambers (4 in this model)

10) is the combustion containment wall (2 in this model, only 1 visible)

11) are the fastening means (4 bolts in this model)

12) is the hole that that the exhaust is drawn out of from the chambers,and out of the engine

FIG. 17

1) is the rotor-recoil disk inside of the enclosed engine

2) is the chamber-containment disk

3) are the combustion containment wall (2 in this model, both visible)

4) are the chamber-caps that are on the end of each chamber (4 in thismodel)

5) are the fuel intake nozzles on each chamber-cap, which put fuel intoeach chamber

6) are threaded holes in the side of each chamber-cap to fit spark plugs

7) are the fastening means (4 bolts in this model)

DETAILED DESCRIPTION FIRST EMBODIMENT

FIG. 1: is a top down view depicting the rotor-recoil disk withcombustion-containment gaskets and the triangular-pyramid cutout used todirect the combustion in the combustion chambers to cause torque aboutthe center of the rotor-recoil disk. Also shown are the bathtub shapedcutouts used to extract the exhaust from the chambers.

FIG. 2: is an isometric drawing depicting the rotor recoil disk showingthe extraction exhaust removal. Holes are drilled through the center ofthe rotor-recoil disk.

FIG. 3: is a side view drawing depicting the rotor-recoil disk showingboth sides of the rotor-recoil disk as well as the exhaust-extractionholes in the center of the exhaust removal cutouts.

FIG. 4: is a top down drawing depicting the chamber-containment diskwith the chamber cutouts as well as the holes cut for the rotor-recoildisk and the fastening means holes.

FIG. 5: is an isometric drawing depicting the chamber-containment diskexaggerating the various shapes in the combustion-chambers that helpcontribute to the vectorized combustion shock wave that goes to therotor-recoil disk.

FIG. 6: is a side view drawing depicting the thickness of thechamber-containment disk

FIG. 7: is a top down drawing depicting the combustion-containment wallwith holes for the fastening means, and the hole for the rotor-recoildisk (the center hole) which is the diameter of the small shaft thatprotrudes from either side of the rotor-recoil disk (this forms a sealbetween the rotor-recoil disk and the combustion-containment walls)

FIG. 8: is an isometric drawing depicting the combustion-containmentwall exaggerating the thickness of the piece.

FIG. 9: is a side view drawing depicting the combustion-containment wall

FIG. 10: is a top down drawing depicting the chamber-cap, showing thenotches at the base of the piece, that are meant to fit into thechamber-containment disk's combustion-chambers' end. At the top of thispiece it is a cylinder, which is intended to fit onto a tube or a sourceto allow fuel to enter the combustion-chambers. Towards the base of thispiece it becomes a rectangular cube; this is to allow a spark plug to beput into the side of the piece to allow for ignition

FIG. 11: is an isometric drawing depicting the chamber-cap. In this viewthe spark plug hole is seen in the middle of the piece, and the holethat continues to the combustion-chamber is show towards the bottom ofthe piece. This is intended to show the different holes that allow forfuel intake, ignition source and the area where the combustion shockwave travels towards the combustion-chamber.

FIG. 12: is a side view drawing depicting the side view of thechamber-cap. This is intended to show the overall profile of the piece.

FIG. 13: is a top down view of the complete engine assembly. In thisassembly the pieces are in a desired configuration to function properly.This also shows one way of fastening and a configuration that the engineis in.

FIG. 14: is a top down view of the engine assembly without one of thecombustion-containment walls, intended to show the internalconfiguration of the engine. As shown the rotor-recoil disk is in aconfiguration whereas the triangular-pyramid shaped cutouts (intended todirect pressure and combustion shock wave to cause torque) is alignedwith the each combustion-chamber inside the chamber-containment disk.This is so that when ignited, the combustion chambers will be alignedwith the triangular shaped cutouts to create a torque about the centeraxis of the rotor-recoil disk.

FIG. 15: is an isometric view of the engine assembly without one of thecombustion-containment walls, intended to show the internalconfiguration of the engine. This view helps to understand how eachinternal component fits together to cause a combustion and resultanttorque.

FIG. 16: Depicts the same diagram as in FIG. 14 however the rotor-recoildisk is rotated to clockwise to the other configuration that the diskcan be in during its clockwise rotation inside of thechamber-containment disk.

FIG. 17: is a side view of the engine assembly with both of thecombustion-containment walls, intended to show the overall configurationof the engine. In this view it is easy to see how the rotor-recoildisk's shafts extend beyond the combustion-containment walls. Thisallows attachments to be powered from the end of the rotor-recoil diskon one end and, at the other end, allows exhaust to escape from insidethe engine via the T-channel at the center of the rotor-recoil disk.

DETAILED DESCRIPTION OF THE INVENTION

This engine is constructed in a traditional manner and the process offabrication is not what is unique for patenting. The purpose indiscussing one process that can be used for fabrication is for thereader's information only and intended to show that less is required tofabricate this engine.

One of the ways the engine may be machined is from a high temperaturealuminum alloy with steel encasing the combustion-chambers, although arange of other metals or materials may be used. Machining of engineparts may be done with a lathe and milling machine. As an arbitrarybeginning, this discussion of the fabrication process starts with thecreation of the rotor-recoil disk. The disk's varying diameters may befabricated from a solid cylinder of aluminum or steel (although othermaterials are also suitable) using a lathe. Complex forms and cutoutsthat cannot be turned on a lathe can be cut on a milling machine. Themore complex areas include the combustion-recoil triangular-pyramidcutouts, the bathtub shaped exhaust-extraction cutouts, and theexhaust-extraction holes (T channel).

As stated above, this is one of a variety of ways this engine can befabricated. The chamber-containment disk can be fabricated from flatplate stock. On the lathe this plate maybe cut into a disk shape of adesired radius. A hole in the center is cut with a lathe to a diameterthat is slightly larger than the diameter as the rotor-recoil disk. Thiswill allow the rotor-recoil disk to fit inside of thechamber-containment disk. Once both diameters are faced and trimmed todesired specification, the piece may be milled for more complex cuts.Rotor disk cutouts and exhaust channels are cut into the disk. The firstcutouts in this version of the engine can be rectangular shapes cut ¾the thickness of the chamber-containment disk. Starting at the outsideedge, these cutouts are cut at a 25 degree angle from the diameter line(center) of the chamber-containment disk/cylinder. If two combustion andtwo exhaust cutouts are desired, each is cut every 90 degrees of arcaround the face of the piece. In this version of the engine there wouldbe four chambers. The number of chambers created may vary per power andother requirements. Once the cutouts are milled, four holes are drilled45 degrees from the chamber cutouts so as to be equally spaced betweencutouts. These holes are for bolts to fasten the engine together.

The next pieces to be fabricated are two combustion-containment walls.They are fabricated from a metal plate that is ¼th the thickness of thechamber-containment disk. These are first turned and trimmed on a latheuntil the outside diameter matches that of the chamber-containment disk.Once they have the same diameter, an inner hole is cut in the middle ofthis piece (similar to the chamber containment disk). This hole has thesame diameter as the shaft that comes off the rotor-recoil disk. Thiswill allow the rotor recoil disk to fit tightly with thecombustion-containment wall. A seal will prevent gas from escaping thecombustion area of the engine.

Chamber-caps, one per chamber, will be fabricated in the form of arectangular cube or other shape compatible with the chamber. The end ofthis piece is formed into a tube shape fitting using a lathe. On a mill,the lengthwise dimension of the tube shape fitting is drilled out downits center. In the middle of the largest flat area on the rectangularcube is drilled another hole that meets the hole that runs the length ofthe piece. This new hole is then threaded to fit a spark plug or otherigniter.

Lastly, gaskets (or another form of sealing means) are placed on eitherside of the combustion-containment wall, sandwiching either side of thechamber-containment disk. These gaskets can be cut identical to the waythat the combustion-containment walls are cut. By doing so, they fit oneither side of the combustion chambers to prevent any gasses fromescaping the combustion area.

Assembly

First place the chamber-caps into each chamber on thechamber-containment disk. Then place the rotor-recoil disk into thechamber-containment disk. Next, place the gaskets on either side of thechamber-containment disk. Then place the combustion-containment walls oneither side and push them on to fit so that the fastening holes line up.Once they line up, place fastening bolts in each hole. Screw spark plugsinto each of the spark plug holes on the chamber-caps. Connect atiming-electrical system to the spark plugs and fuel delivery system tothe chamber end caps.

Functionality

This engine works by using vectored recoil from combustion events tocause a moment about the center of the rotor-recoil disk, thus causingtorque.

One way of describing the operational sequence of events is as follows.Fuel is injected through the chamber-caps and into the chamber. Anelectrical charge is sent to the spark plugs (or other igniter) whichignites the fuel mixture in the chamber-cap. The resulting explosionleads to pressure pilling and a shockwave moving down the chambercausing a deflagration to detonation transition towards the rotor. Theresulting force is vectored into the triangular-pyramid shape cut inrotor-recoil disk. The pressure against this part of the rotor-recoildisk causes the disk to rotate. As the disk rotates, the side of thedisk with the exhaust-extraction cutouts will eventually align with theCombustion-Chamber for a short period of time. At this moment exhaustcan escape through the T-channel near center of the rotor-recoil diskand out to an exhaust reservoir.

The engine maybe powered with a variety of fuels like most internalcombustion engines and similarly, supplies an output of mechanicalenergy and heat for a variety of applications. One fuel which can beused is hydrogen. In this case hydrogen fuel generating system can beconnected to the engine's fuel intake mechanism.

Some Applications of This Engine

This engine can be adapted for use in multiple applications. Forexample, it can be used to generate heat or energy for locations on anoff power grids, thus including remote locations on earth andextraterrestrial (ex. Lunar, Mars and other Space exploration andhabitation capabilities). Thus, it can be used to provide heat forhomes, businesses, schools and more. It can be used for transportationfor powering vehicles in aviation, automotive, marine and more. It canprovide energy and heat with a zero carbon emission foot print.

What is claimed is:
 1. A shockwave rotor detonation engine comprising:An internal combustion-type circular (symmetric) rotary disk to convertthe force from a combustion pressure shock wave to rotating motion. Thisinternal combustion engine is composed of: a) rotor-recoil-disk,chamber-enclosure disk, disk-combustion-containment walls, held togetherby a means, chamber-caps, ball-bearings, combustion chamber seals,igniters that actuate inside of the chamber-caps, and flow directors areplaced on the chamber-caps. b) numerous inlet areas wherein gaseouscombustible materials can communicate with the internal combustionchambers. At least one system of ignition is disposed within the area ofeach inlet chamber for a combustible material within the combustionchambers c) an exhaust system that extracts exhaust through the centerof the engine (allowing for uni-directional flow). d) This engine may befabricated by different means, as well as composed of various differenttypes of material, including but not limited to: 1) Metals 2) Alloys 3)Plastics 4) Fibrous materials 5) Composites
 2. A rotor-recoil-diskaccording to claim 1 wherein a cylinder type object with one or morecutouts (voids) that extend from the outer edge of the disk towards itsvertical centerline and from top to bottom at the largest diameter ofthe piece. The cutouts maybe of various shapes and are needed forcombustion and exhaust removal events. a) The cutout(s) for combustion,for example, maybe two triangular-pyramids spanning the full height ofthe piece on opposing sides along the horizontal plane of the rotordisk. Each triangular-pyramid cutout may be angulated (off axis) fromthe diameter segment line towards the vertical centerline of thecylinder. When a force vector (combustion) is expressed against thetriangular-pyramid cutout, the off axis force will cause the rotorrecoil disk to rotate about the vertical axis of the cylinder. b) Toremove exhaustion gases, another (one or more) cutout(s) could, forexample, have a ‘bath-tub’ shape, cut along the height of the cylinderpositioned on opposing sides (180 degrees of the other cutouts) or at a90 degree angle from the triangular-pyramid cutout. Each of thesecutouts may be described as having a broad flat plane cut into thecylinder, transitioning (on either side of the flat plane) to an arcwith a moderate radius to the outer edge of the cylinder. This geometryallows for the efficient extraction of exhaust from the internal enginecomponents. c) In the flat plane of the exhaust cutout, one or moreholes are cut approximately along the horizontal axis to the center ofthe piece and one possibility is to extend the holes to the other sidereaching the opposing flat planes (if more than one such cutout ofexhaust is desired). Near the center of the cylinder on one of its endsis one or more holes (approximately parallel to the height and along thevertical axis of the cylinder), that reaches the hole(s) cut along thehorizontal axis in between the flat planes of the exhaust cutouts. Theseintersecting holes create a T-shaped channel in the middle of the part.The T-shaped channel allows exhaust from the flat planes andcorresponding (for example) bath-tub shape volumes to be removed fromthe rotor-recoil-disk.
 3. A rotor-recoil disk according to claim 2 isnot a perfect right cylinder. It consists of different diametersthroughout the height of the piece from a maximum, near the middle,decreasing in steps towards the ends. a) Up from the end of the diskwhere the exhaust escapes (the bottom of the T-shaped channel) thediameter stays constant until close to the top of the T-channel wherethe increases. The purpose of this is to help make a seal with thedisk-combustion-containment wall. The diameter then increases to itsmaximum where the cuts mentioned above and the top of the T channel arelocated. b) The rotor's diameter then decreases (in symmetry with theend containing the bottom of the T-channel) and these diameters could bethe same as the opposite (top or bottom) side to simplify construction.4. A chamber-enclosure disk according to claim 1, appearing somewhatlike a flat donut or a flat washer, is a cylinder type object with acircular hole cut approximately through its center along the verticalheight. The rotor recoil disk rotates in this hole and combustionchamber cutout cut into the surface a) The chamber-enclosure disk hasone or more cutouts on the surface of the cylinder along the horizontalaxis. Each cutout extends from the outside diameter of thechamber-enclosure disk to the inside diameter. b) The lengthwisedimension of the cut out is offset at an angle from a line parallel tothe radii extending from the edge of the cylinder. From the top of thechamber enclosure disk, the depth of each volume extends downward mostof the height of the cylinder, thereby ending short of the bottom of thecylinder.
 5. A rotor recoil disk according to claim 1 rotates. There isa moment when the cutout on the inside of the chamber enclosure diskaligns with the triangular-pyramid cutouts on the outside of the rotorrecoil disc creating a continuous volume. a) During the moment ofalignment, a fuel mixture in the chamber enclosure disk volume isignited. The resulting pressure-shock wave travels down the chamber diskvolume and into the rotor recoil disk volume (eg. the triangular-pyramidshape) in the rotor-recoil-disk and forces the rotor-recoil-disk torotate.
 6. A chamber-cap according to claim 1 is at an edge of theenclosure disk and may be one of many chamber-caps located on the disk.a) Each chamber-cap for example, could have the shape of a cube. A fuelmixture supply system may be connected to one side of the cube as toallow gaseous combustible material to flow into a chamber withinenclosure disk volume for combustion. b) On another side of thechamber-cap an igniter (for example, spark plug or similar) is located.c) The outside width of the chamber-cap may be the same as the insidewidth of the rectangular chambers in the chamber-enclosure disk, tosimplify construction. Thus, the chamber-caps could be wedged into theend of outside dimension in the chamber-enclosure disk volume therebysealing the end of the chamber.
 7. Combustion-containment wallsaccording to claim 1 are donut shaped and are fastened to the outside ofthe chamber enclosure disk. a) The inside diameter of the inner circlecutout of this cylinder wall is about the same as the outside diameterof the rotor-recoil-disk and may contain a seal to prevent gases fromescaping the combustion area.
 8. Rings of ball-bearings according toclaim 1 may be used to enable low friction rotation of therotor-recoil-disk. a) The inside diameter of the ring of ball-bearingsfor example, could be the same as the outside diameter of the ends (topand bottom) of the rotor-recoil-disk and combustion-containment wall. b)The rings of ball-bearings would be positioned in a recess on the insideof the combustion-compression walls inner circle and therotor-recoil-risk.
 9. Wafer gaskets (or another form of seal) accordingto claim 1 may be composed of composite heat resistant materials and maybe used to confine the combustion chamber gases during combustionevents. a) The outside diameter of the wafers is about the same diameteras the outside diameter of the combustion-enclosure disk. b) The wafergaskets may be held in place on the rotor-recoil-disk and may be locatedbetween the wall and the combustion-enclosure disk to contain theexplosive gasses within the chambers.
 10. Igniters according to claim 1are connected to an electrical system to ignite combustible gaseousmaterial in the combustion chambers.
 11. Flow directors according toclaim 1 are located at the end of the combustible gaseous materialdelivery system and before the chamber-caps to ensure that combustionareas are sealed off from the fuel supply.
 12. An extension of arotor-recoil disk according to claim 3 may be extended on the top side(opposite side of the T-channel exhaust removal holes) to serve as adrive shaft for output of mechanical energy.
 13. An engine as accordingto claim 1 has an output that has a constant tangential velocity vectorand does not change internal momentum.